US11420614B2 - Anti-jerk engagement - Google Patents
Anti-jerk engagement Download PDFInfo
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- US11420614B2 US11420614B2 US16/659,602 US201916659602A US11420614B2 US 11420614 B2 US11420614 B2 US 11420614B2 US 201916659602 A US201916659602 A US 201916659602A US 11420614 B2 US11420614 B2 US 11420614B2
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/02—Control of vehicle driving stability
- B60W30/025—Control of vehicle driving stability related to comfort of drivers or passengers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/02—Additional mass for increasing inertia, e.g. flywheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
Definitions
- the invention relates to a control device, in particular a control device for a vehicle having a plurality of torque sources.
- the present invention provides a control device for a vehicle having a plurality of torque sources provided on an axle.
- the control device includes a plurality of control outputs configured to allow control signals to be output to individual torque sources of the plurality of torque sources and in order to influence the torque generated by the torque sources.
- the control device is configured to perform an anti jerk function configured, in dependence on a rotational speed of at least one of the torque sources, to determine a countertorque value for an engagement, in order to reduce oscillations in a longitudinal movement of the vehicle.
- the control device is configured to carry out a splitting function configured to split the countertorque value into at least two partial countertorque values.
- the control device is also configured to output the control signal at different control outputs in dependence on the respectively assigned partial countertorque values, in order to distribute the engagement of the anti jerk function to a plurality of the torque sources.
- FIG. 1 shows a vehicle having a control device and a plurality of torque sources
- FIG. 2 shows a diagram in which a setpoint rotational speed and a rotational speed resulting therefrom are plotted over time
- FIG. 3 shows, in a schematic illustration, an exemplary embodiment of a control device
- FIG. 4 shows a flow diagram for an exemplary embodiment of a splitting function
- FIG. 5 shows a flow diagram for a further exemplary embodiment of a splitting function
- FIG. 6 shows, in a schematic illustration, a vehicle having a first torque source and a second torque source which is coupled via a dual-mass flywheel.
- the invention provides control devices for vehicles having a plurality of torque sources.
- a control device for a vehicle having a plurality of torque sources provided on an axle has a plurality of control outputs in order to allow control signals to be output to the individual torque sources and in order to influence the torque generated by the torque sources.
- the control device is designed to carry out an anti-jerk function, which anti jerk function is configured, in dependence on a rotational speed of at least one of the torque sources, to determine a countertorque value for the engagement, in order to reduce oscillations in the longitudinal movement of the vehicle.
- the control device is designed to carry out a splitting function, which is configured to split the countertorque value into at least two partial countertorque values.
- the control device is designed to output the control signal at different control outputs in dependence on the respectively assigned partial countertorque value, in order to distribute the engagement of the anti jerk function to a plurality of the torque sources.
- the splitting of the countertorque value into a plurality of partial countertorque values for a plurality of torque sources allows a large countertorque engagement and thus a high level of dynamics. This is helpful particularly in very sporty situations in which an individual torque source reaches the actuating limit, that is to say can only partially carry out the desired engagement.
- the control device is configured to output a control signal in dependence on the partial countertorque values at least temporarily only at a part of the control outputs which are assigned to the torque sources of an axle, in order to effect the engagement of the anti jerk function via a subgroup of the torque sources assigned to the axle.
- Certain torque sources can for example be more poorly suited to effect countertorques, and such torque sources can be completely or partially excluded from the generation of the countertorque. If certain torque sources are more environmentally friendly than others, they can preferably be used to generate the countertorque, and additional torque sources can be added only when a large countertorque is required.
- control device is configured to output a control signal in dependence on the partial countertorque values at least temporarily at all the control outputs which are assigned to the torque sources of an axle, in order to effect the engagement of the anti-jerk function via all of the torque sources assigned to the axle. In this way, a large countertorque with a high level of dynamics can be generated.
- the control device has a first input for receiving a first value characterizing the rotational speed of a torque source, and the anti jerk function is configured to determine the countertorque value in dependence on the double derivation of the time profile of the first value, preferably with subsequent use of a bandpass filter.
- This execution of the anti jerk function requires few input values, and countertorques can be readily calculated.
- the control device has a first input for receiving a first value characterizing the rotational speed of one of the torque sources, and it has a second input for receiving a second value characterizing the rotational speed of the axle
- the anti jerk function is configured to determine the countertorque value in dependence on a difference-forming in which the first value or a third value derived from the first value is on a first side and the second value or a fourth value derived from the second value is on a second side.
- the torque sources provided on an axle have at least one first torque source and at least one second torque source, which first torque source is connected to the second torque source via a dual-mass flywheel, and which second torque source is drive-connected to the axle, in order to allow a torque generated by the first torque source to be transmitted via the dual-mass flywheel and the second torque source to the axle, and in which control device the splitting function is configured to weight the first torque source more strongly than the second torque source in the splitting of the countertorque value into the at least two partial countertorque values.
- the first torque source also applies a torque to the second torque source via the dual-mass flywheel, the stronger use of the first torque source makes it possible to achieve a greater effect than if the first torque source is only little influenced and only the second torque source is used to generate the countertorque.
- the splitting function is configured to carry out the splitting of the countertorque value into the at least two partial countertorque values in dependence on the torque setpoint value.
- the magnitude of the torque setpoint value is usually correlated with the current power, and the jerk problem can be greater in the case of higher powers. It is therefore advantageous to carry out the splitting in dependence on the torque setpoint value.
- the torque setpoint value can be either the request of the driver, for example by way of the accelerator pedal or the cruise control, or the filtered torque setpoint value downstream of a filter, in particular a load shock damping filter.
- the splitting function is configured to carry out the splitting of the countertorque value into the at least two partial countertorque values in dependence on the time derivation of the periodic change of the accelerator pedal position. If a driver quickly presses the accelerator pedal, which corresponds to a high value of the time derivation or a large driver's wish gradient, a large change in torque is requested. Relatively large jerk effects occur here, and an adaptation of the splitting of the countertorque is therefore advantageous.
- the torque sources have a first torque source and a second torque source
- the splitting function is configured to output the control signals up to a predetermined magnitude of the countertorque value in such a way that the countertorque is output exclusively via the first torque source, and to output the control signals upon exceeding the predetermined magnitude of the countertorque value in such a way that the countertorque is output both via the first torque source and via the second torque source.
- the torque sources which are for example more environmentally friendly (for example electric motors as opposed to internal combustion engines). Therefore, it can be advantageous to use only the first torque source at low countertorque values and, by contrast, to use a plurality of torque sources at high countertorque values.
- control device is configured to output the control signals at the different control outputs in dependence on the respectively assigned partial countertorque values in such a way that the countertorque is simultaneously generated, at least temporarily, by the torque sources.
- the torque sources can thus act simultaneously.
- the control signals can arrive in the torque sources at different times, but the torque sources are simultaneously active, at least temporarily.
- FIG. 1 shows, in a schematic illustration, a vehicle 10 having a drive axle 50 which has two wheels 52 , 54 .
- a differential 56 for example is provided between the wheels 52 , 54 .
- the axle 50 can be driven via two torque sources 31 , 32 .
- a control device 20 has two control outputs 41 , 42 in order to output control signals 43 , 44 to the torque sources 31 , 32 and thereby to influence the torque generated by the torque sources 31 , 32 .
- An accelerator pedal 22 is connected to the control device 20 in order to transmit thereto a desired value which influences the torque of the torque sources 31 , 32 .
- the signal of the accelerator pedal 22 is usually considered as the torque wish of the driver, but it can also be considered as the power wish of the driver.
- a rotational speed sensor 81 is provided at the output of the torque source 31 and connected to the control device 20 via a signal line 82 .
- a rotational speed sensor 83 is provided for determining the rotational speed of the torque source 32 and connected to the control device 20 via a signal line 84 .
- a rotational speed sensor 85 is provided for determining the rotational speed of the wheel 4 and connected to the control device 20 via a control line 86 .
- a rotational speed sensor 87 is provided for determining the rotational speed of the wheel 52 and connected to the control line 20 via a signal line 88 .
- FIG. 2 shows for example over time the rotational speed of a torque source 31 in which a higher torque is requested at the time t 1 .
- n_s which is linear in the exemplary embodiment.
- the actual rotational speed n has oscillations which are noticeable as a deviation from the reference rotational speed n_s. These oscillations lead to oscillations of the vehicle in the longitudinal movement of the vehicle and can be felt by the driver. They are perceived as uncomfortable.
- the oscillations can occur, on the one hand, during strong engine torque changes, but they can also result from tilting movements of the drive train. This effect is known and is referred to as jerk effect.
- anti-jerk controller A so-called anti-jerk function (anti-jerk controller) is known to reduce the jerk effect.
- the anti jerk function acts as a control circuit, and the torque source is acted on via said circuit in dependence on the oscillations in order to damp the oscillation.
- the determination of the countertorque value by the anti jerk function can occur in a number of ways.
- a known method is the double derivation of the drive rotational speed of the torque source and preferably a subsequent bandpass filtering. This method is referred to as the D2T2 method.
- Another method is the determination of the rotational speed differential between the drive rotational speed and the wheel rotational speed, which is calculated back to the crankshaft level and which is used as reference rotational speed.
- the wheel rotational speed As an alternative to the wheel rotational speed, the wheel velocity can also be used. This method is referred to as the reference rotational speed control method.
- the detected oscillation is optionally multiplied by an amplification factor and applied as countertorque value to the torque source. This is also referred to as anti jerk engagement.
- FIG. 3 shows an exemplary embodiment of the control device 20 in a schematic illustration.
- An accelerator pedal 22 generates a value M_D, which characterizes the torque wish of the driver.
- the torque wish M_D can also be referred to as torque wish value, and it is fed to the control device 20 .
- the control device 20 which can also be referred to in general as engine controller, has a filter 61 which filters abrupt changes in the level of the torque request M_D by limiting the flank steepness, for example.
- Such filters 61 are referred to as load shock damping filters (torque transient), and they constitute a driver's wish filter.
- the value of the accelerator pedal can thus be referred to as torque wish value, and the value downstream of the filter 61 can be referred to as filtered torque wish value.
- the filter 61 generates a filtered torque setpoint value M_S, and the latter is split in a torque distribution device 72 into two setpoint values M_S 1 and M_S 2 . It is thus determined in the torque distribution device 72 which torque is to be generated via which torque source 31 , 32 .
- the torque source 31 is for example an internal combustion engine and the torque source 32 is an electric motor, or vice versa. It is also possible for two electric motors to be provided.
- An output 62 of the torque distribution device 72 is connected to the control output 41 via an adder 64 , and an output 63 of the torque distribution device 72 is connected to the control output 42 via an adder 65 .
- the control output 41 is connected to the torque source 31
- the control output 42 is connected to the torque source 32 .
- the torque source 31 drives the axle 50 at a rotational speed n 1
- the torque source 32 drives the axle 50 at a rotational speed n 2 .
- the rotational speed sensor 83 is provided for determining the rotational speed n 2 of the torque source 32 , and the determined rotational speed signal is fed to the control device 20 via the line 84 .
- the control device 20 has an anti jerk function 67 which calculates a countertorque value M_AR in dependence on the rotational speed value n 2 and optional further parameters and forwards said value to a splitting function 69 via a line 68 .
- the splitting function 69 is configured to split the countertorque value M_AR into two partial countertorque values M_AR 1 and M_AR 2 .
- the partial countertorque value M_AR 1 is fed to the adder 64 via a line 70
- the partial countertorque value M_AR 2 is fed to the adder 65 via a line 71 .
- a subtractor can also be provided instead of the adders 64 , 65 , and for this purpose the values M_AR 1 and M_AR 2 can be used by being multiplied by the number ⁇ 1.
- each torque source 31 , 32 has an admissible actuating range which must not be exceeded.
- the use of both torque sources 31 , 32 allows a comparatively high engagement of the anti-jerk function to be achieved. It has been shown that the splitting functions particularly well if the individual torque sources 31 , 32 are assigned to a common axle, since in this case identical calculation specifications apply to the drive train oscillations and identical rotational speed oscillations occur.
- the transmission path from the torque sources 31 , 32 to the drive train is not identical, since for example a dual-mass flywheel is installed between the torque sources, it is possible to provide an additional direction factor in the splitting function 69 , by which factor the torque source functionally further away from the drive train is amplified or the closer torque source is weakened. If thus, for example, an internal combustion engine 31 is connected to an electric motor 32 via a dual-mass flywheel, and the electric motor 32 is connected to the axle 50 , the countertorque value is preferably more greatly split toward the internal combustion engine 31 than toward the electric motor 32 . This achieves a higher level of dynamics.
- FIG. 4 shows a first exemplary embodiment of the splitting function 69 in the form of a flow diagram.
- the routine begins at S 100 (START), and there occurs a jump to S 102 .
- the countertorque value M_AR is read (“GET M_AR”).
- S 104 it is checked whether the torque wish M_D of the driver is greater than a value M 1 , whether thus a large torque is requested. If YES (“Y”), it is assumed that the torque sources 31 , 32 are to be operated in a high-power range, and in step 106 , a factor C_ 1 is set to 0.7 and a factor C_ 2 is set to 0.3. There is then a jump to S 114 .
- the torque source 31 is intended to be able to deliver more torque than the torque source 32 , and therefore the torque source 31 is more strongly weighted by the factor 0.7. If the result in S 104 was NO (“N”), there occurs a jump to S 108 , and it is checked whether a value ⁇ M_D is greater than a value ⁇ M 2 . The value ⁇ M_D characterizes the speed with which the driver has pressed the accelerator pedal 22 . If the driver quickly presses the accelerator pedal, a large power request can be assumed.
- the value ⁇ M_D can be defined for example as the maximum increase in the value M_D over time when depressing the pedal 22 or as the maximum increase in the value M_D within the last one or two seconds. If the result in S 108 is YES, there occurs a jump to S 110 , and the value C_ 1 is set to 0.8 and the value C_ 2 is set to 0.2. There then occurs a jump to S 114 .
- FIG. 5 shows a further exemplary embodiment of the splitting function 69 of FIG. 3 .
- the routine begins at S 120 , and in S 122 the countertorque value M_AR is read or requested. It is then checked in S 124 whether the countertorque value M_AR is greater than a value M_MAX 2 , which represents the maximum actuating torque of the torque source 32 . If YES, that is to say if the countertorque value cannot be generated by the torque source 32 alone, there occurs a jump to S 128 , and the factors C_ 1 and C_ 2 are each set to 0.5, with the result that the countertorque is generated by both torque sources 31 , 32 .
- the splitting of the countertorque value among the torque sources 31 , 32 can thus also occur in dependence on the magnitude of the countertorque value M_AR.
- the sum of the factors C_ 1 and C_ 2 in each case gives the value 1.0 in order to symbolize the splitting of the overall countertorque value.
- the sum does not have to give 1.0, and the torque sources 31 , 32 customarily have different powers such that further weighting factors or amplification factors come into play.
- FIG. 6 shows a vehicle having an axle 50 .
- the torque sources provided on the axle have a first torque source 31 and a second torque source 32 , which first torque source 31 is connected to the second torque source 32 via a dual-mass flywheel 34 .
- the second torque source 32 is drive-connected to the axle 50 in order to allow a torque generated by the first torque source 31 to be transmitted via the dual-mass flywheel 34 and the second torque source 32 to the axle 50 .
- the splitting function 69 is preferably configured to weight the first torque source 31 more strongly than the second torque source 32 in the splitting of the countertorque value M_AR into the at least two partial countertorque values M_AR 1 , M_AR 2 .
- the countertorque is generated exclusively via the second torque source 32 , it is less effective since the torque generated by the first torque source 31 acts still. Giving preference to the first torque source 31 in the generation of the countertorque makes it possible for the countertorque to act better.
- the recitation of “at least one of A, B and C” should be interpreted as one or more of a group of elements consisting of A, B and C, and should not be interpreted as requiring at least one of each of the listed elements A, B and C, regardless of whether A, B and C are related as categories or otherwise.
- the recitation of “A, B and/or C” or “at least one of A, B or C” should be interpreted as including any singular entity from the listed elements, e.g., A, any subset from the listed elements, e.g., A and B, or the entire list of elements A, B and C.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims (11)
Applications Claiming Priority (2)
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DE102018126877.7 | 2018-10-29 | ||
DE102018126877.7A DE102018126877B4 (en) | 2018-10-29 | 2018-10-29 | Anti-judder engagement |
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US20200130671A1 US20200130671A1 (en) | 2020-04-30 |
US11420614B2 true US11420614B2 (en) | 2022-08-23 |
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US16/659,602 Active 2040-08-27 US11420614B2 (en) | 2018-10-29 | 2019-10-22 | Anti-jerk engagement |
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JP (1) | JP6929335B2 (en) |
DE (1) | DE102018126877B4 (en) |
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CN114537154B (en) * | 2020-11-26 | 2023-07-07 | 无锡蓝海华腾技术有限公司 | Electric vehicle torque control method and device, electric vehicle and readable storage medium |
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- 2018-10-29 DE DE102018126877.7A patent/DE102018126877B4/en active Active
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2019
- 2019-10-22 US US16/659,602 patent/US11420614B2/en active Active
- 2019-10-25 JP JP2019193944A patent/JP6929335B2/en active Active
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US20200130671A1 (en) | 2020-04-30 |
DE102018126877A1 (en) | 2020-04-30 |
JP2020070016A (en) | 2020-05-07 |
DE102018126877B4 (en) | 2022-09-29 |
JP6929335B2 (en) | 2021-09-01 |
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